Pumping apparatus



May 14,1940 w. w. PAGET 2,200,291

PUMPING APPARATUS Filed Jan. 5. 1937 PRESSUR OPERABLE 7%. is

INLET VALVE oreum Device Xiamen/Zar: Zl/n M Page.

Egfr@ A44/Wm' a wfg.

Patented May 14, 1940 PUMPING AIIEARA'IIUSl Win W. Paget, Michigan City, Ind., assigner to Sullivan Machinery Company, a corporation f Massachusetts Application January 5,v 1937, Serial No. 119,123

21 Claims.

My invention relates to pumping apparatus,

and from certain aspects, to controlling systems f to maintain a certain vacuum in a system under conditions when the influx of air or other uid to the system may be varying widely in rate,or to maintain a relatively close range of pressures in a receiver when the-number of air users and their rates of air consumption vary, is a problem not simple, but of real importance.

An object of my invention is to providean improved apparatus effective to maintain, in the face of varying conditions affecting the pressure in a system, a relatively close range of pressures in the system. A more specific object is to provide an improved motor driven pump control system providing for pump-speed control to maintain desired pressure' conditions. A further object is to provide an improved motor driven pump control system providing for, so to speak, normal pressure control by regulating pump speed, and upon extreme variations in system pressure, providing for unloading, desirably attended by further speed regulation. Yet another object of my invention is to provide an internal combustion engine driven pump having improved controlling apparatus employing in an improved manner engine intake-manifold vacuum and pressure conditions at the service side of the pump for controlling theA operation of the apparatus. Still a further object of the invention is to provide an improved internal combustion engine driven pump having improved controlling means operative to regulate the engine speed. Other objects and advantages of the invention will hereinafter more fully appear.

In the accompanying drawing, in which for purposes of illustration two illustrative embodiments which my invention may' assume in practice, together with a further modification, are shown:

Fig. 1 is a view, primarily in side elevation, showing a motor driven compressor in which my invention is in one of its illustrative forms embodied.

Fig. 2 is an enlarged vertical longitudinal section through a controlling apparatus constructed according to the rst illustrative embodiment of the invention. v

Fig. 3 is an enlarged vertical section through .a valve forming a portion of the mechanism illustrated in Fig. 2.

Fig. 4 is a detail view showing a butterfly type throttle valve.

Fig. 5 is another vertical section showing a modifiedembodiment` of the invention.

Fig. 6 is a fragmentary View in vertical section, showing a further modification.

An understanding of the invention will be facilitated if it be borne in'inind that the intake vacuum of an internal combustion engine varies inversely with the speed, and inversely with the load in horsepower.` Forexample, it is a common experience to nd a windshield Wiper slow down or stop when an eiort is made to maintain the same speed uphill that had been maintained on a level, and also to find the wiper slowing down as speed on the level is increased. These relationships are realized with a relatively constant torque load, such as an air compressor. Now referring to th drawing, and rst to Fig.1, it will be noted that a base l supports a pump 2, herein an air cooled compressor, and a driving motor 3 for the compressor. A radiator 4 for the cooling water for the engine 3 is provided, and a gasoline or other fuel tank 5 is mounted at the opposite end of the base I from the radiator 4. The engine and compressor are arranged lin line for direct drive by the former of the latter; and as the engine may assume any suitable form, its detailsof construction need not be described or illustrated, other than to' point out that it is provided with an exhaust manifold 6 and an intake manifold 1. 'I'he engine may be provided, i1' desired, with any suitable and well known form of throttle control for preventing over-speed operation, and such a device is shown in outline at 8, 9. As its details are immaterial to the present invention, they will not be further illustrated or described. The compressor may be provided with any suitable type of unloading apparatus, and is herein shown as provided with a pressureoperable inlet valve opening device for the purpose of effecting unloading, there being, since the compressor is of the two-cylinder type, two such devices p rov ded. @ich devices are Well known and so ne d not be further illustrated or described. An illustration of one such device may be found iri Fig. 5 of the L. J. Clapp Patent No. 2,026,300, granted Dee. 31, 1935.

For the purpose of controlling the compressor driving motor and unloading the compressor when occasion for that exists, I have provided the improved controlling apparatus generally designated I0. 'Ihis comprises casing parts ll and I2 cooperating to clamp between them a ilexible diaphragm I3, normally maintained in a bowed condition, more or less as shown in Fig. 2, by a spring I4. The diaphragm I3 is subjected on one side continuously to atmospheric pressure through a passage I5, and its other side is subjected to a varying pressure which is the result of the engine intake manifold pressure and a variable admission of air accomplished as will shortly be described. 'I'he intakefm'anifold 1Ais connected by a suitable tube I1, manually adjusted needle valve I1', and passage I8, with the space to the left of the diaphragm I3 in Fig. 2. With this space there also communicates, through a passage I9, a bore 20 and a passage 2| controllable by a suitable now-controlling valve 22 when desired, a source of clean air at atmospheric pressure. To provide clean air for this last supply is possible in numerous Ways, as for example, leading a connection t'o the air cleaner 23 for the motor, providing a separate air cleaner, etc. Within the bore 20 there is supported an adjustable sleeve 25 providing an abutment for the lower end of a spring 26 whose upper end engages a support 21 on which a 'diaphragm 28 rests. 'I'his diaphragm is clamped between the casing element II and a detachable head 29. The support 21 carries a valve element 30 having a tapered lower end 3I adapted to cooperate with a coaxial opening 32 with which the passage 2I communicates. Receiver pressure, i. e. the pressure to be regulated or controlled, is conducted by a passage 33 to act upon the upper surface of the diaphragm 28.

The member 25 is adjustable vertically by an adjusting screw 34 and a lock nut 35. A bore 36 formed in the casing member provides a guide for a hollow member 31 to which the diaphragm I3 is secured, and a connecting element 38 connects the member 31 with the upper arm 39 of a rocking member 40 pivoted at 4I and connected at its lower end 42 by a link 43 to a buttery valve 44 associated l with the engine carburetor.

The receiver supply connection 33 has a branch 46 opening into a valve casing 41 in which there is arranged a valve 48 controlling the communication between the chamber 41 'and a passage 49, the latter leading througha tubing 50 to the pressure operable inlet valve opening deviceof the compressor. A plunger 5I, lwhich does not seal communication between the passage 49 and the atmosphere, is actuatable by an adjustable screw member 52 carried by the arm 42 of the pivoted element 40. A spring 53 and receiver pressure normally maintain the valve 481 closed,

in which position the pressure operable inlet valve opening devices are vented to atmosphere, with the result that the compressor is loaded; and accordingly, except when 52 engages the plunger 5I and moves valve 48 to open position, there is no unloading.

The mode of operation of the device as so far described may now be readily understood. It will be appreciated that rising receiver pressure acting upon the diaphragm 28 tends to close the valve 3I and thereby diminish the rate at which air may obtain entrance past 22 and througlr 2I, 32, 28 and I9 into the space to the left of the diaphragm I3. Accordingly, vif the same vacuum is maintained in the intake manifold 1, increasing receiver pressure will result in a higher vacuum in the space to theleft of the diaphragm I3, and accordingly, movement of that diaphragm towards the left, with a resultant turning of the device 40 counter-clockwise and -a closing movement of the buttery throttle valve 44. Likewise, if the receiver pressure should remain unchanged, and accordingly there should be no variation on that account of the position of the valve 3|, an increase in intake manifold vacuum would cause a leftward movement of the diaphragm I3 and likewise a closing-movement of the butteriiywthrottle valve 44. It will be appreciated that for a given tension ofthe spring 26, an increase in engine manifold vacuum without any change in the compressor discharge pressure will cause a reduced pressure beneath the diaphragm 28, and, accordingly, a further closing tendency of the valve member 3I; and this is a very helpful result, as will shortly be explained.

Obviously, inward adjustment of the screw 34 will make a higher receiver pressure necessary to eiect a given closing of the valve 3|, and a lowering of the member 25 will result in a lowered receiver presslne being eifective to produce a given closing movement of the valve member 3|. For wide changes in desired receiver pressure, it is betterto change the spring 28, but` a very substantial range of adjustment is possible with any given spring.

Now the mode of operation of this apparatus may be understood from whatfhas been said above. If the valve 22 be closed `and the engine spun to start it, no air will obtain admission into the space to the left of the diaphragm I3, and the intake manifold vacuum will cause the diaphragm I3 to move far to the left and swing the pivoted member 40 to a position in which the compressor will be unloaded, provided there is any receiver pressure, and a rich mixture will be supplied to effect starting of the engine. Opening of the valve 22 will then result in a reduction in the vacuum to the left of the dia.- phragm I3 and the member 40 may therefore swing to a position to effect interruption of contact between the screw 52 and the plunger 5I, closure of the valve 48, and loading of the compressor. Now, bearing in mind what has been previously pointed out, namely, that the intake manifold vacuum' varies inversely with the load, it willbe appreciated that as the load upon the engine increases, due to loaded operation, the intake manifold vacuum will fall, and accordingly the diaphragm I3 will be moved further towards the right and open the throttle valve 44 further and further and provide the necessary admission of gaseous mixture to maintain the operation of the engine.

When the pressure at the discharge side of the compressor reaches the point above which it is not desired to compress, this pressure acting upon the top oi diaphragm 28 causes closing movement of the valve 3l, which permits the engine manifold vacuum to lower the pressure in I8" and eifect leftward motion of diaphragm I3, with resultant closing movement of the engine throttle toreduce engine speed to the predetermined minimum for idling, and at the same time the compressor is unloaded through the action of screw 52, through plunger 5I on valve 48, enabling compressor discharge pressure to pass to and operate the unloading devices. Y

The function of resumption of pumping; or compressing when the service line `pressure reaches the predetermined minimum desired occurs as follows: Spring 28 is able to overcome the reduced receiver pressure acting upon the top of the diaphragm 28 and eiect opening movement of valve 3l, with a resultant rising of the pressure in chamber I9, so that the diaphragm I3 moves to the right, opening the engine buttery throttle valve and causing loading of the compressor by permitting closing of valve 48 and venting of pressure past 5I, as previously explained.

In Fig. there is shown a modified arrangement in which the space relation of the parts is adapted to very convenient adaptation. to the engine carburetor, unloading apparatus, etc. In this form it will be observed that the casing IIJ is made up of a portion I-I' and a somewhat simplified clamping portion I2' provided with ribs 60 supporting a guiding portion 6I. The diaphragm I3 is engaged by a spring I4', and the modification first illustrated may be materially simplied by having a push rod 63 acted upon by the left-hand side of the diaphragm I3' suitably connected, as at 64, with a link 65 leading directly to a carburetor butterfly valve actuating lever 66. This lever at its lower end carries an adjustable screw 61 adapted to engage the stem 5I of an unloading device controlling valve similar to that shown in Fig. 3. It will be observed that the reversals of movement and all need for any complication of levers, linkages and the like, are avoided by this modification. As the mode of operation will be, however, wholly clear from what has been pointed out with respect to the construction of Figs. 1 to 3, detailed explanation is unnecessary, and it will be suiiicient to point out that in this case the vacuum produced at the right side of the diaphragm I3' results in movement of the latter to the right to effect closing movement of the butterfly throttle valve instead of there being the necessity for motion-reversingdevices, as in the apparatus of Fig. 2.

In Fig.` 6 a modified construction is illustrated, in which the effect of receiverfpressure is augmented in its controlling function and the effect of increased vacuum resulting from closure of the valve 3I is diminished in its controlling function, The manner in which this is accomplished will be readily understood when it is noted that the member 30 is provided at its uppermost end with a relatively large diaphram 28 subjected to receiver pressure through the connection 33' and having its lower side vented, as at Vent. The upper end of the bore 20 is closed by a smaller diaphragm 'III connected to the member 30 and subjected at its upper side to atmospheric pressure, through the Vent, andat its lower side to pressure conditions within the chamber 20. It will be noted that the diaphragm 'I0 is clamped in position by an intermediate head member 1I, while the head member 29 clamps the diaphragm 28' between the intermediate head member 'II and itself. With this form of apparatus, the cumulative eiect of the increase in vacuum within the chamber 20 as the valve 3| moves towards its seat is diminished and the device is made more nearly completely responsive to compressor discharge pressure acting upon the enlarged diaphragm 28'.

It may be noted that this apparatus will be effective to control the speed of the gas engine driving the compressor in such a fashion that the engine speed will, as it were, be related to the receiver pressure in a very desirable manner, and any reasonable desired range of pressure variation between maximum speed and unloading can be secured. It will be observed, moreover, that when unloading takes place there will be at once a distinct increase in engine speed, and so an increase in manifold vacuuman increase of several punds per square inch; and this increased vacuum, acting upon both diaphr'am I3 and diaphragm 28, will make necessary va further material reduction in receiver pressure before speeding up of the engine will occur and reloading take place. 0f course, the degree to which diaphragm I3 can cause throttle closure will be controlled by any suitable stop, such as usually determines the idling speed of the engine. It will be appreciated that if it were desirable to admit air in small quantity directly into the chamber 20, independently of the valve 3l, to alter the vacuum differential between that at slowest speed loaded operation and no load idling operation, this could readily be done by providing a valve-controlled direct passage into the space connected with the engine intake.

Obviously, I have provided an impr'oved control system for internal combustion engine driven compressors, regulating the same according to the compressor discharge pressure most effectively, eecting unloading as needed, of

simple construction, and positive in action.

While I have in this application specifically described two forms and a modification which my invention may assume in practice, it will be understood that these forms are shown for purposes of illustration, and that the invention may be further modified and embodied in various other forms without departing from its spirit or the scope of the appended claims.

What I claim as new and desire to secure by Letters Patent is:

1. In combination, a pump, an internal combustion driving engine therefor connected thereto in driving relation, unloading means for said pump, a throttle for said engine, and means made operative by engine intake vacuum for controlling said throttle and said unloading means.

2. In combination, a pump, an internal combustion driving engine therefor connected thereto in driving relation, unloading means for said pump, a throttle for said engine, and means made operative by engine intake vacuum for controlling said throttle and said unloading means and operative to effect unloading only after reduction in engine speed to a relatively low value.

3. In combination, a pump, an internal combustion driving engine therefor connected thereto in driving relation, a throttle for said engine, and means made operative by engine intake vacuum and continuously controlled by pump discharge pressure for controlling pump delivery through engine speed.

4. In combination, a pump, an internal combustion driving engine therefor connected thereto in driving relation, a throttle for said engine, and means made operative by engine intake vacuum and continuously controlled by pump discharge pressure for controlling pump delivery through engine speed, said means including an operative elementin communication at one side with the engine intake and having a controlled connection at its same' side with a source of air.

5. In combination, a pump, an internal combustion driving engine therefor connected thereto in driving relation, a throttle for said engine,

and means made operative by engine intake vacuum and continuously controlled by pump disthrough engine speed, said means including an operative element in communication at one side with the engine intake and having a connection at its same side with a source of air constantly regulated by pump discharge pressure.

6. In combination, a pump, an internal combustion engine connected in driving relation with said pump, a throttle for said engine, means providing a chamber having a movable wall, means normally biasing said wall in a direction to increase the size of said chamber, a connection between said wall and said throttle such that movement of said wall in said direction opens said throttle, a suction connection between said chamber and the engine intake, a connection for admitting fluid to said chamber, a valve movable gradually to regulate the flow area through said last mentioned connection, means for biasing said valve in an opening direction, and means continuously subjected to pump discharge pressure for moving said valve in a closing direction.

7. In combination, a pump, an internal combustion engine connected in driving relation with said pump, a throttle for said engine, means providing a chamber having a movable wall, means normaly biasing said wall in a direction to increase the size of said chamber, a connection between said wall and said throttle such that movement of said wall in said direction opens said throttle, a suction connection between said chamber and the engine intake, a connection for admitting liuid to said chamber, a valve movable gradually to regulate the ow area through said last mentioned connection, a pump-dischargepressure-pressed element formoving said valve in a closing direction, means for continuously subjecting said element to discharge pressure, resilient means for opposing closing movement of said valve, and means for adjusting the pressure Aexerted by said resilient means.

8. In combination, a pump, an internal combustion engine connected in driving relation with said pump, a throttle for said engine, means providing a chamber having a movable wall, means normally biasing said wall in a direction to increase the size of said chamber, a connection between said wall and said throttle such that movement of said wall in said direction opens said throttle, a suction connection between said chamber and the engine intake, a connection for admitting uid to said chamber, a valve movable to regulate the flow area through said last mentioned connection, an element subjected on its opposite sides respectively to pump discharge and chamber pressures fommovirig said valve in a closing direction, and means for opposing closing movement of said valve.

9. In combination, a pump, an internal combustion engine connected in driving relation ywith said pump, a throttle for said engine, means providing a chamber having a movable wall, means normally biasing said wall in a direction to increase the size of said chamber, a connection between said wall and said throttle such that movement of said wall in said direction opens said throttle, a suction connection between said chamber and the engine intake, a connection for admitting fluid to said chamber, a valve movable gradually to regulatel the. flow area Ithrough said last mentioned connection, an element continuously subjected on its opposite sides respectively to pump discharge and chamber pressures for moving said valve in a closing direction, resilient means for opposing closing movement of said valve, and means for adjusting the pressure exerted by said resilient means.

10. In combination, a pump, an internal comnormally biasing said wall in a direction to increase the size of said chamber, a connection between said wall and said throttle such that movement of said wall in said direction opens said throttle, a suction connection between said chamber and the engine intake, a connection for admitting fluid to said chamber, a valve movable to regulate the il'ow area through said last mentioned connection, a pump discharge pressure subjected element for moving said valve in a closing direction, means for continuously subjecting said element to discharge pressure, a further element subject to atmospheric pressure and to variable chamber pressure on its opposite sides for moving said valve in a closing direction, resilient means for opposing closing movement of said valve, and means for adjusting the pressure exerted by said resilient means.

11. In combination, a pump, an internal combustion engine connected in driving relation with said pump, a throttle for saidl engine, pump unloading means, means providing a chamber having a movable wall, means normally biasing said wall in a direction to increase the size of said chamber, a connection between said wall and said throttle such that movement of said wallin said direction opens said throttle, means for eiecting unloading operation of said pump unloading means upon predetermined opposite movement of said wall, a suction connection between said chamber and the engine intake, a connection for admitting uid to said chamber, a valve movable to regulate the ow area through said last mentioned connection, a pump discharge pressure/subjected element for moving said valve in a closing direction, means for continuously subjecting said element to discharge pressure, a furthere element subject to atmospheric pressure and to variable chamber pressure on its opposite sides for moving said valve in a closing direction, resilient means for opposing closing movement of said valve, and means for adjusting the pressure exerted by said resilient means.

12. In combination, a pump, an internal combustion engine connected in driving relation with said pump, a throttle for said engine, means providing a chamber having a movable wall, means normally biasing said wall in a direction to inmovement of said wall, a suction connection between said chamber and the engine intake, a connection for admitting fluid to said chamber, a valve movable gradually to regulate the ow area through said last mentioned connection, a continuously pump discharge pressure pressed element for moving said valve in a closing direction, and meansfor yieldingly opposing closing movement of said valve.

13. In combination, a pump, an internal combustion driving engine therefor, a throttle for said engine, and controlling means for said throttle including means for subjecting it to a closing force and means for determiningsaid closing force by a partial vacuum varying substantially continuously with engine intake vacuum and pump discharge pressure.

14. In combination, a pump, an internal combustion driving engine therefor, a throttle for said engine, and controlling means for said throttle including an element operatively connected with said throttle, and means for subjecting the same to a throttle-closing pressure varying directly and substantially continuously with pump discharge pressure and engine intake vacuum.

15. In combination, a pump, an internal combustion engine connected in driving relation with said pump, a throttle for said engine, means providing a chamber having a movable wall, means normally biasing saidwall in a direction to increase the size of said chamber, a connection between said wall and said throttle such that movement of said wall in said direction opens said throttle, a suction connection between said chamber and the engine intake, a connection for admitting fluid to said chamber, a valve movable to regulate the flow area through said last mentioned connection, an element continuously subjectedl on its opposite sides respectively to pump discharge and atmospheric pressures for moving said valve in a closing direction, a further elementl subjected to atmospheric pressure and to chamber pressure on its opposite sides for moving said valve in a closing direction, resilient means for opposing closing movement of said valve, and means for adjusting the pressure exerted by said resilient means.

16. In combination, a pump, an internal combustion engine connected in driving relation with said pump, a throttle for said engine, pump unloading means, means providing a chamber having a movable wall, means operatively connecting said throttle to said' movable wall, means continuously urging said wall in a directionl to increase thesize of said chamber and to open said throttle, a connection between said chamber and engine intake whereby a vacuum may be produced in the chamber to effect movement of said wall in a direction to reduce the size of said chamber and to close said throttle, means operated after a predetermined movement of said wall in said last mentioned direction for effecting operation of said pump unloading means, a connection for admitting `fluid to said chamber, a valve movable to regulate the flow area through said last mentioned connection, an element continuously subjected to discharge pressure for moving said valve in a closing direction, and means for opposing closing movement of said valve.

1'7. In combination with an internal combustion engine, a throttle for said engine, means providing a chamber having a movable wall, means normally biasing said Wall in a direction to increase the size of said chamber, a connection between said wall and said throttle such that movement of said wall in said direction opens said throttle, a suction connection between said chamber and the engine intake, a connection for admitting fluid to said chamber, a valve movable gradually to regulate the ow area through said last mentioned connection, and a movable element subjected on its' opposite sides to atmospheric pressure and to the pressure within said chamber and responsive to said pressures for controlling the position of said movable valve.

18. In a speed controlling mechanism for a motor driven compressor, a casing having chambers therein, 4pressure responsive means movable relative to` said chambers respectively and forming Walls thereof, an element movable to affect motor operation, means to connect one of said pressure responsive meansI to said element, means to connect one of said chambers to atmosphere, and means controlled by the pressure responsive means forming a wall of the other chamber to regulate the flow through said connecting means between the first chamber and the atmosphere.

19. In a speed controlling mechanism for a motor driven compressor, a casing having chambers therein, pressure responsive means movable relative to said chambers respectively and forming walls thereof, an element movable to affect motor operation, means to connect one of said pressure responsive means to said element, means to connect to atmosphere the chamber with which the pressure responsive means last mentioned is associated, and means controlled by the pressure responsive means forming a wall of the other chamber to regulate the flow through said connecting means between the rst chamber and the atmosphere.

y 20. In a speed controlling mechanism for a motor driven compressor, a casing having chambers therein, pressure responsive means associated with each chamber, an element movable to effect motor speed, means to connect one of said pressure responsive means to said element, means to control movement of the pressure responsive means connected to said element, and means associated with the pressure responsive means associated with the other chamber to actuate the last-mentioned means.

21. A speed controlling apparatus for a motor `l WIN W. PAGET. 

